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(No Model) 2 Sheets-Sheet 1 E. W. HAMLIN.

GOMPOUND CABINET ENGINE.

190.399.52 1. PatentedMar. 12, 1889.

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(No Model.) 2 Sheets-Sheet 2.

E. W. HAMLIN.

COMPOUND CABINET ENGINE.

No. 399,524. Patented Mar. 12. 1889.

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RV PETER$ Phowum n her. Washington, I10.

UNITED STATES PATENT OFFICE.

EARL 'W. HAMLIN, OF SAN FRANCISCO, CALIFORNIA, ASSIGNOR TO G. G.\YICKSON, OF SAME PLACE.

COMPOUND CABINET-ENGINE.

SPECIFICATION forming part of Letters Patent No. 399,524, dated March12, 1889.

Application filed January 24, 1888. Serial No. 261,775. (No model.)

To all 11171 0712/ it may concern:

Beitknown that I, EARL \V. IIAHLIN, of the city and county of SanFrancisco, State of California, have invented an Improvement in aCompound Cabinet-Engine; and I hereby declare the following to be afull, clear, and exact (.lOSOl'lPl'lOH of the same.

This invention relates to that class of compound engines which employone steam-cylinder and the trunk form of piston-head, the working partsbeing inclosed for automatic lubrication.

It consists in certain details of construction which will be more fullyset forth in the following description and drawings, to which referenceis made, like letters showing like parts in all the views.

Figure 1 is a vertical section taken through Y Y of Fig. 2 and in aplane transverse to the engine-shaft-. Fig. 2 is a vertical sectiontaken tl'irough X X of 1 and in the longitudinal plane of the axis ofthe engine-shaft.

A and A are the high and low pressure ends, respectively, of thecompound stean1' cylinder.

B is the piston head proper, which fits this cylinder, and is packedwith the usual form of packing-rings. I; 12, and is hollowed out tolighten it.

i is the trunk portion of this piston-heml, of cylindrical form,extending through the lower end of the steam -cylinder, which is formedinto a sleeve-shaped guide and stuffing-box, and which forms anextension of the steam-cylinder casting packed steam-tight by therings 1. c, as shown, and by this construction the inner surface of theguide forms the jointinstead of the outer surface of the t-run k. Thisenables me to use a shorter guide without danger of the packing-ringsbcin g exposed by the reciprocation of the piston which might occur ifthe rings were upon the trunk.

D is the connecting-rod extending from the piston-hcad within its trunkportion to the crank-pin L of the cngineshaft. The connecting-rod has asolid box yoke or strap, E, into which the upper end of theconnectingrod I) screws This yoke incloses an antiirictional ring, F,which encircles the pin G,

The sleeve C is" and this pin is held securely within the trunkpiston-head. The ring F is cut on one or both sides to provide foradjustment for the wear which occurs at this point. This end oftheconnecting-rod abuts against a block, H, also inclosed within the yokeE, this block fitting against the ring F. The connecting-rod has apolygonal surface formed upon it, to which a wrench may be applied, soas to screw the rod into the yoke E for the purpose of forcing the blockH against the ring F, thus taking up lost motion from wear. A set-screwupon the upper side of the yoke prevents the ring from turning withinthe yoke. The crankshaft end of the connecting-rod also screws into theboxyoke formed in two parts, .I J. The screw-threads in the part .Icorrespond in their direction and pitch with those at fhe opposite endof the connecting-rod in the yoke E, so that when the connecting-rod isscrewed farther into the yoke E it is correspondingly screwed out of theyoke .1, thus maintaining a uniformity of length between the centers,whatever adjustment may be made. This rod is secured at any point ofadjustment by the lock nut K, which screws down against the yoke J. Thetwo halves .I and J of this yoke inclosc the crank-pin, and are heldtogether by bolts or cap-scrcu's d d, and these bolts are locked by aset-screw, c, which screws through one halt, and against the other half, thus holding the two parts rigidly at any distance apart which maybedesired. By this construction lost motion is easily taken up and thejoint always kept suitably tight. These adjustments are easilyaccessible by removing the inspection door-plate N, which is secured onone side of the inc-losing case or cahi n ct.

0 is the valve which controls the distribution and retention of thesteam at either end of the compound cylinder. In the present case I haveshown it of an oscillatii'igpattern, which somewhat resembles aself-seating Corliss valve having an enlarged recess or chamber, O, andthe increased lap-bridge o to adapt it to its compound function. Thevalvestem f oscillates the valve by means of a rockei-nrin, g, whichreceives its motion from the valve-rod 7i, and this rod is connectedwith and operated by the valve-crank 2', secured at the end of the mainengine-shaft M.

P is the opening through which steam is admitted to the valve-chamber.

5 Q is the steanrport which admits steam to the high-pressure end A.

Vhen the valve has been turned sufficiently to expose this port, thesteam admitted to this portion of the cylinder surrounds the trunk B,acting at its highest pressure upon the reduced piston-surface, which isexposed to it around the trunk. This high-pressure steam forces thepiston up to the rear or low-pressure end of the steam-cylinder, whenthe valve will have turned so that its recess 0 will include thesteam-port Q and also the steamport R, which latter port leads to therear or low-pressure end, A, of the cylinder, where, by reason of theincreased areaof the pistonhead presented for the steam to act upon, thepiston is again returned by the force of the expanding steam to thelower or highpressure end, A, of the cylinder. hen the port Q is againuncovered, the recess 0 in the valve will include the steam-portR- andthe exhaustport S, so that upon the next reciprocation of the piston thesteam will be allowed to eX- haust through this port.

The exhaust-port S communicates with the exhaust-jacket 'l, whichsurrounds the cylinder, and from this it is conducted either into theopen air by an exhaust-pipe, T, or preferably through a pipe, as shownat T into a water-heating chamber at the base of the en- 3 5 gine,within which coils of pipe are placed so that the feed-water for theboiler may pass from the pump through these coils before entering theboiler. Thex alvechamber P, with all its ports, is preferably castseparately from 40 the main cylinder casting to secure accuracy in theformation of the ports and to decrease the cost of making.

I prefer making the crankshaft M with a crank and a counter-balance, M,to equal the weight of the crank-pin, and that added by the connectingrod. The journals of the crank-shaft are composed of a main easing, U,which is secured to the inelosing case or cabinet N, and it is providedwith an anti- 5o friction lined shell, U, the interior of which istapered so as to fit that portion of the shaft M inclosed by it, theshaft being similarly tapered on its exterior surface. Thisinclosing-shell is made adjustable within its main 5 5 casing, and ispacked with rings i between the two.

The adjustment of the shell upon the tapering shaft M is made similar tothat of the yoke J J by means of two bolts or cap-screws to hold theshell in, and two set-screws at right angles with these to hold it outand to act as a lock for the bolts when the proper adjustment has beenobtained. A stuflingbox, X, packs the shaft and shell joint, and anautomatic lubricating-cup, V, receives the lnbricating-spray from thetank or casing and conveys it to the shaftjournal, from which it isagain returned to the tank for further use.

The object to be attained in this invention is a high grade of economyand proficiency when applied to smaller sizes of compound engines, andespecially under a high rate of speed.

These engines may be constructed either as uprights or horizontals, theresults being the same in either case.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. The engine-cylinder and sleeve or guide with a piston fitted thereinand having a hollow cylindrical trunk projecting outwardly through thesleeve, the yoke E, fitting a pin within the trunk and inclosing theanti-frictional ring F, yoke J J, fitted to the crank-pin at theopposite end, and the intermediate connecting-rod, D, havingscrew-threads'of the same direction and pitch out upon its oppositeends, so that one end may be screwed into the yoke E and act against theblock H to close the ring F and take up wear at that end, and be equallyscrewed out of the strap or yoke upon the crank end, so that thedistance between the two centers will remain the same, substantially asherein described.

2. The engine-cylinder having the piston of the cylindrical hollow-trunkpattern extend ing outward through a guide-sleeve at one end, the pinfixed inside the trunk, and the connecting-rod extending from said pinto the crank with screw-threads cut atopposite ends, so that adjustmentfor wear upon the pin G may be made by turning the connecting-rodwithout lengthening the distance between the two points, in combinationwith the two part yoke J J, the cap-screws (Z d, and the set-serew e,substantially as herein described.

In witness whereof I have hereunto set my hand.

EARL W. HAMLIN. Vitnesses:

S. H. NoURsE, H. 0. LEE.

